Speed-controlling apparatus for motor-cars.



L. E. JONES, J. W. BREAKEY & W. F CASEY. SPEED CONTROLLING APPARATUS FOR MOTOR cARs, APPLICATION FILED ]AN.ZO, I914.

) x I t 1,186,204. Lmnredluno I), 1916.

3 SHEETSSHEET I.

I I Q I S N I i I 1 g A in I Q I w M R r "1 Q I I Q =c \I I I m I Q N T I, 0Q I L\ a I h I 11f I I I III 'u" L. E. JONES, J. W. BREAKEY & W. F. CASEY.

SPEED CONTROLLING APPARATUS FOR MOTOR CARS.

APPLlCATiON FILED JAN-20,1914- 3 SHEETS -SHEET 2- I WF Cary my W C] Rout xinmom i 31mm O W L. E. JONES J. W. BREAKEY & W. F. CASEY. SPEED CONTROLLING APPARATUS FOR MOTOR CARS.

APPLICATION FILED JAN-20, I914.

.lllfda'iwa.

j/amd/ atrozwua UNITED STATES PATENT OFFICE. A

LLEWELLY -N E. JONES, JOHN "W. IBQBEAKVEY, AND wILLIAm F. cAsEY, on PHILADEL- PIIIA, PENNSYLVANIA.

SPEED-CONTROLLING APPARATUS FOR MOTORPCARS.

Specification of Letters Patent.

Patented June .6, 1916.

Application fil ed January 20, 1914'. Serial No. 813,300.

apparatus for cutting down the speed of a railroad and "the train of cars hauled thereby in the event of such locomotive passing a caution signal above a predetermined speed.

In carrying out the present invention, it

.is our purpose to provide an apparatus of the class described whereby the speed of a railway car or train will be automatically out down in the event of such car or train passing a caution signal above a prescribed speed and whereby the engineer will be automatically advised immediately that the apparatus is brought into service.

It is also our purpose to provide a speed controlling apparatus whereby the pressure in the brake pipe or train line air pipe will be automatically reduced to efiect an application of the brakes to the wheels in the event of the car or train assing a road' signal set at caution and w erein communication between the train lineair pipe or brake pipe and the main air reservoir or other source of supply will be automatically cut ofi when the pressure in the train pipe is reduced so as to prevent recharging of the train line, incident to the engineer manipulating the brake valve, during the reduction of the pressure in the train line or brake pipe.

Furthermore, We aim to provide an apparatus of the type set forth which'will be capable of a wide range of adjustment so that the apparatus may be installed in cars having different caution speeds. A

A further object of the invention is the provision of a speed controlling apparatus for railway motor cars which will embrace the desired features of simplicity, efficiency and reliability, one which will operate under all weather conditions and. one which may be installed and maintained at a minimum expense.

With the above and other objects in view,- the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawings; Figure 1 is a longitudinal sectional View through a speed controlling apparatus constructed in accordance with the present invention, parts being shown in elevation. Fig. 2 is a diagrammatic view of the same. Fig. 3 is a vertical sectional view on the line 3-3 of Fig. 1. Fig. 4 is a vertical sectional view through the governor showing the sanie in active position. Fig. 5 is a longitudinal sectional view through the main valve showing the same in closed position. Fig. 6 isa sectional view on'the line'6-6 of Fig. 1, and Fig. 7 is a horizontal sectional view on the line 7-7 of Fig. 4.

Referring now to the accompanying' drawings in detail, 1 indicates the brake pipe or train line air pipe of the brake system of a motor car or' train, such pipe being connected up with a suitable source of air supply as the main air reservoir of the air brake system. Located in the brake pipe adjacent to the connection between such pipe and the'source of air supply is a valve casing 2 within which is pivoted for swinging movement a lever 3 carrying at one end a gate valve 4 normally open and adapted to be swung to; closed position to cut off communication between the brake pipe and gate valve casing 2 is a motor comprising, in

the present instance, a cylinder 5 in which is mounted for sliding movement a piston 6 having a piston rod 7 projecting into'the casing 2 and connected through the medium of a pin and slot connection 8 with the upper end of the lever 3. Encircling the piston rod 7 isa coiled expansion spring 9 having one end abutting the end of the cylinder 5 connected with the valve casing and the opposite extremity in engagement with the confronting face of the piston 6, such spring serving to hold the piston 6 normally at its-limit of outward movement within the cylinder 5 and the'valve 4 in open position. 1O designates a governor comprising, in the present instance, a cylindrical casin 11 equipped at one end with an outwardly projecting nipple 12 tapped onto the train lineair pipe 1 at the side of the valve casing 2 opposite from the source of supply. Formed in the casing-11 at a point above the nipple 12 is a valve seat 13 and normally engaging such seat is a valve plug 14. The upper end of the plug 14 is enlarged circumferentially to provide a head 15 capable of sliding movement within an annulus 16 disposed concentrically of the valve plug and secured to the inner side wall of the casing 11. By means of this construction. it will be seen that a fluid tight joint is effected between the upper and lower portions of the governor casing so that when the valve is moved out of engagement with the seat 13 the air from the train line air pipe will pass into the lower portion of the casing by way of the nipple 1'2 and remain below the valve plug. Formed on the plug circumferentially thereof adjacent to the seat engaging end is an annular flange 17 adapted to abut the. lower end of the annulus 16 in the upward movement of the valve plug thereby limiting the movement of the valve to open position. Threaded into the upper or outer end of the governor casing 11 is an adjusting nut 18 and passed through such nut is a vertical sten1f19 having the lower end thereof pointed and engaging a depression 20 formed in the upper end of the valve plug 14, while formed on the stem 19 adjacent to the lower pointed end thereof'is a collar 21. Surrounding the stem between the collar 21 and the under side of the adjusting nut 18 is a coiled expansion spring 22 having one extremity in engagement with the collar and the opposite end contacting with the adjusting nut, such spring acting upon the stem to force the valve 14 into engagement with the seat 13. A dome 23 is threaded onto the upper end of the casing 11 and incloses the adjusting nut 18 and the upper end of the stem 19 so as to prevent tam-pering with the adjusting nut and eliminate the possibility of dirt and other foreign matter entering the casing. The upper portion of thecasing 11, that is the part of the casing between the upper end of the valve plug and the under surface of the adjusting nut is formed to provide an air chamber 24 formed with a small exhaust aperture 25 by means of which communication between the air chamber and the atmosphere is established. Connect-ed with the air chamber 24 and in open communication therewith by way of a coupling 26 is a pipe section 27.

The numeral 28 designates a cylindrical valve casing of the main valve of the apparatus and threaded into one end of such casing is the outer extremity of the pipe 27, while mounted for sliding movement within the casing 28 is a plug valve 29 formed with a longitudinal bore 30 alining axially with the passage through the pipe 27 and in open communication with such passage and having the rear end thereof closed. Formed in the outer surface of the valve 29 is an annular groove 31 communicating with the bore 30 in the plug by way of apertures 32. Formed in the casing 28 of the main valve is an inlet port 33 and tapped into such port is one extremity of a section of pipe 34. the opposite end of the pipe section being tapped onto the train line air pipe or brake pipe 1 at the side of the valve casing 2 opposite from the governor casing 11. Normally, the plug valve 29 is in open position, as illustrated in Fig. 1, so that the annular groove 31 in the outer wall thereof registers with the inlet port 33 in the casing thereby establishing communication between the air chamber 24 above the valve plug 14 and the train line air pipe between the valve casing 2 and the source of air supply, such air flowing from the train line air pipe through the pipe section 34, the inlet port 33, groove 31, apertures 32, bore 30, the passage in the pipe section 27, the coupling 26 and into the chamber 24. On the other hand, the air in the train line air pipe passes through the nipple 12 and engages the under surface of the valve 14 and tends to unseat such valve, but as the pressures on the upper and lower sides of the valve are equalized and balance each other the valve 14 remains seated under the action. of gravity and the spring 22. Lead ing from the lower portion of the governor casing 11 above the valve seat 13 is an air conduit 35 having the outer extremity thereof connected with the outer end of the cylinder 5 of the motor controlling the gate valve 4.

By means of this construction, it will be seen that as long as the main valve remains open as in Fig. 1 the governor valve 14 will be balanced whereby communication be tween the cylinder 5 and the train line air pipe will be cut ofl. On the contrary, when the main valve is actuated to closedposition, as illustrated in Fig. 5, communication between the train line air pipe and the air chamber 24 is cut oil, incident to the groove 31 in the main valve moving out of registration with the inlet port 33 in the casing 28. The pressure of the air in the chamber 24 is now reduced, incident to the air flowing into the atmosphere by Way of the aperture 25 and, assuming the spring 22 to be exert ing a pressure upon the upper end of the governor valve 14 less than the pressure in the train line, the valve 14 will be moved to open position under the pressure in, the brake pipe immediately that the air pressure in the chamber 24'drops below the tension pressure exerted on the valve by the restoring spring 22. For instance, if the brake system operates upon a fifteen pound reduction in the train line or brakepipe and the train line or brake pipe pressure is seventy pounds, the adjusting nut 18 will be manipulated tonplace the spring 22 under a tension to exert a pressure corresponding to fifty-five pounds on the upper end of the governor valve. Thus, when the pressure in the air chamber 24 is reduced, incident to the closingv of the main valve, the governor valve is moved to open position against the spring under the action of the pressure in the train line air pipe. The air in the brake pipe now flows past the valve seat 13 and into the lower portion of the governor casing 11 and thence to the outer end of the cylinder 5 behind the piston 6 therein by way of the air conduit 35. As the air enters the cylinder 5 the piston 6 is moved against the action of the spring 9 thereby swinging the gate valve 4 across the passage of the air in the brake ipe so that communication between the bral te pipe and the source of supply is cut ofi. Thus, re-

charging of the train line by the pumps or main air reservoir during a'reduction is eliminated.

The cylinder 5 of the motor controlling the gate valve 4 is provided with a discharge aperture 36 adjacent to the outer end thereof and controlled by the piston 6 and designed to be uncovered by the piston as the latter approaches the limit of its inward movement, thereby placing the train lineair pipe in communication with the atmosphere so that the air pressure will be reduced to that required to effect an application of the brakes. As soon as the air pressure in the brake pipe is reduced to therequired extent, fifty-five' pounds, in the present instance, the restoring spring 22, being set to exert a pressure of fifty-five pounds on the up er surface of the governor valve, reacts to reseat the valve 14 thereby cutting 01? communication between the brake pipe and the cylinder and the brake pipe and the atmosphere.

In the embodiment of our invention selected for illustrative purposes, the main valve is electrically controlled and the end thereof confronting the adjacentextremity of the pipe 27 is equipped with a metallic disk 37 acting as an armature, while encircling the pipe 27 is an electro-magnet coil 38 adapted when energized to magnetize the pipe section 27 whereby the end of such pipe section within the casing 28' may act as a pole to attract the armature 37 and so slide the main valve to closed position, as in Fig. 5. Connected up with one of the wheels of the motor car or engine is a speedometer 39 and secured to the face or dial of the speedometer and adjustable thereover is a segmental strip 40 having one end connected by way of a conductor 41 with one terminal of the magnet coil 38. The finger or needle of the speedometer is indicated at 42 and is adapted to engage the adjustable strip 40 when the speed of the train or car reaches that to which the strip is adjusted and such finger or needle continues to engage the strip as long as the car or train continues. to travel above the determined speed. The hand or needle 42 is electrically connected by way of a conductor 43 with a brush 44 depending from the motor car or engine, while the free terminal of the magnet 38 is connected to a companion brush 45 by way of a conductor 46.

Located in advance of the entrance to each block and under the control of the signal blade of the semaphore of the road signal system controlling the entrance to such block are contact shoes 46 connected in circuit with a suitable source of electrical energy, and a circuit closer under the influence of the adjacent signal blade. When the signal blade goes to caution position the circuit closer is actuated to closed position so that When the brushes 44, 45 engage the shoes 46 a circuit will be completed with the effect to energize the magnetwinding 38 in. the event of the train passing the caution signal above the speed to which the strip'40 is adjusted. To illustrate, should the circuit closer, composed, in the present instance, of the needle 42 and the strip 40, be adjusted so that the needle 42 will engage the strip 40 when the speed of the train reaches thirty miles an hour and should the train or motor car be traveling at thirty-five miles an hour when passing the contact shoes 46 under the control of a signal blade set .at caution, the circuit will be closed, immediately that the brushes 44, 45 engage the shoes46 thereby energizing the magnet 38 and sliding the main valve to closed position whereby communication between the source of fluid supply and the brake pipe is cut of]? and the pressure in the brake pipe reduced to effect the operation of the brake equipment, as previously described.

' It will be noted that the strip 40 and the needle 42 of the speedometer coact to produce an adjustable circuit closer and in this connection, we wish it to be understood that any form of circuit closer may be employed energized to magnetize the tube 47, while secured to the adjacent end of the main plug valve is a metallic disk 49 acting as an armature and adapted to be'attraoted by the pole formed by the confronting ends of the magnetized tube 47. This magnet coil 48 is of less strength than the coil 38 and is connected in an electric circuit 50 including a suitable source of electrical energy, as, for instance, a battery 51. The terminals of the circuit 50 are connected to contact shoes 52, 52 projecting into the lower portion of the casing not the governor below the valve l t and insulated from said casing and from each other and disposed in the path of movement of a disk53 loosely surrounding the pin 54 carried by the lower extremity of a shank 55, the shank being passed into and secured to the valve plug 14 of the governor. The lower end of the pin 5411s equipped with a headand interposed between the head and the under surface of the disk is a light ex pansion spring 56, while interposed between the upper surface of the disk and the shoulder formed at the junction of the pin 54: and the pin 55 is a similar expansion spring 57. In the normal position of the governor valve, that is, when such valve is in engagement with its seat, the disk 54 rests upon the pins 52, 52 and so maintains the circuit of the magnet 48closed thereby holding the latter energized and the main valve in open position. However, when the magnet coil 38 is energized to open the main valve, such magnet coil overcomes the action of the coil 48 and slides the main valve to open position so that communication between the brake pipe and the air chamber 24 is cut oil. Immediately succeeding the movement of the main valve to closed position, the governor valve is opened under the action of the pressure in the brake pipe so that the circuit of the restoring magnet coil 48 is broken thereby permitting the main valve to remain open succeeding the breaking of the circuit of the magnet coil 38, incident to the brushes 4%, 45 leaving the contact shoes id. It may be here stated that these contact shoes 46 are of such length as to insure the complete opening of the governor valve before the circuit of the magnet 38 is broken.

Vvhen the governor valve reseats, incident to the pressure in the train pipe balancing that exerted by the restoring spring 32, as previously described, the circuit of the restoring magnet coil 48 is closed and the main valve actuated to open position thereby permitting the gate valve 4 to reopen under the action of the spring 9 and the pressures in the train pipe and the chamber 24 to be restored to normal. 7

Projecting into the lower portion of the governor casing 11 and disposed above the disk 53 are contact pins 58 identical in construction to the pins 52 and insulated from the casing and from each other. These contact pins are connected in series in a circuit 59 including the battery 51 and a suitable form of audible signal as a bell 60 and are disposed at the limit of upward movement menace of the disk so that when the governor. valve is actuated to open position the circuit of the audible signal will be closed and the latter sounded whereby the engineer will be advised that the apparatus has been brought into service. i

The springs above and below the disk 53 act as shock absorbers and permit the pin carryin the disk to move relatively to the latter in the movement of the governor valve. In this instance, the confronting portions of the pipe section 27'and'the armature forming disk 37 on the main valve plug are constructed in such manner as to produce a ball joint connection between the pipe section and the valve plug when the main valve is actuated to closed position.

F rom the foregoing description taken in connection with the accompanying drawings, the construction, mode of operation and manner of employing our invention. will be readily apparent. It will be seen that we have provided a speed controllingapparatus for railway motor cars or trains whereby the speed of the car or train will be automatically cut down to the required limit in the event of the car attempting to pass a caution signal above the caution speed.

While we have herein shown and described one preferred form of our invention by way of illustration, we wish it to be understood that we do not limit or confine ourselves to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention.

We claim:

1 In speed controlling apparatus, the combination. with the brake pipe of the air brake system, of a valve controlling communication between said pipe and the source of air supply, a fluid motor for closing said valve, a connection between said motor and pipe, a balanced valve controlling said connection and normally closed, part of said connection being between one face of said last valve and said brake pipe, a connection between the remaining face of said valve and the source of air supply, a main valve controlling said last connection and normally open whereby the pressures at both sides of said. balanced valve will be equal-' ized, means holding said main valve normally open, and means for actuating said main valve to closed position against the action of said holding means whereby the pressure on the sccond-mentioned face of said balanced valve will be relieved and com-- munication between the brake pipe and mo-- tor established to actuate said first valve to out 0E communication between the brake pipe and the source of supply.

2. In I speed controlling apparatus, the combination with the brake pipe at the air brake system, of a'valve controlling com-- munication between said pipe and thesource of air supply, a fluid motor for closing said valve, acon'nectionbetween said motor and pipe,ja balanced valve controlling said connection and'nor'mallyclosed, part of said connection being between one face of said last valve andsai'd brake pipe, a connection between the remaining face of said valve and the source ofair supply, a mainvalve controlling said last connection and normally open whereby the pressures at both sides of said balancedvalve will be equalized, a normally energized electroresponsive device holding said main valve open, and an electroresponsive device adapted to actuate said main valve to closed position against the action of said normally energized device whereby the pressure at the last-mentioned face of said second valve will be relieved and the motor operated to cut off communication between said pipe and the source of supply.

3. In speed controlling apparatus, the combination with the brake pipe of the air brake system, of a valve controlling communication between said pipe and the source of air supply, a fluid motor for closing said valve, a connection between said motor and pipe, a balanced valve controlling said connectionand normally closed, part of said connection beingv between one face of said last valve and said brake pipe, a connection between the remaining face of said valve andthe source of air supply, a main valve controlling said last connection and normally open whereby the pressures at both sides of said balanced valve will be'equalized, a normally energized electroresponsive device holding said main valve open, an electric circuit including said device, a circuit breaker in said circuit under the control of said balanced valve, and an electroresponsive device for actuating said main valve to closed position against the action of said holdingmeans whereby the pressure at the last-mentioned face of said balanced valve will be relieved and the valve actuated to establish communication between said motor and brake pipe and actuate said circuit breaker to deenergize the first-mentioned electroresponsive device.

4, In speed controlling apparatus, the combination'with the brake pipe of the air brake system, of a valve controlling communication between said pipe and the source of air supply, a fluid motor for closing said valve, a connection between said motor and pipe, a balanced valve controlling said connection and normally closed, part of said connection being between one face of said last valve and said brake pipe, a connection between the remaining face of said valve and the source of air supply, a main valve controlling said last connection and normally open whereby the pressures at both sides of-said balanced valve'will be equalized, a normally energized electroresponsive device holding said main valve open, an electric circuit including said device, a circuit breaker in said circuit under the control of said balanced valve, an electroresponsive device for actuating said main valve to closed position against-the action of said holding means whereby the pressure at the last-mentioned. face of said balanced valve will be relieved and the valve actuated to establish communication between said motor and brake pipe and actuate said circuit breaker to deenergize the first-mentioned electroresponsive device, a signal, an electric circuit-including said signal, and a circuit closer under the control of said balanced valveand adapted to close said signal circuit in the movement of the balanced valve succeeding the operation of the main valve.

5. In speed controlling apparatus, the combination with the brake pipe of the air brake system, of a valve controlling communication between said pipe and the source of air supply, a fluid motor for closing said valve, a connection between said motor and pipe, a balanced valve controlling said con nection and normally closed, part of said connection being between one face of said last valve and said brake pipe, a connection between the remaining faceof said valve and the source of air supply, a maln valve controlling said last connection and normally open whereby the pressures at both sides of said balanced valve will be equalized, a normally energized electroresponsive device holding said main valve open, an electroresponsive device adapted to actuate said main valve to closed position against the action of said normally energized device whereby the pressure at the last-mentioned face of said second valve will be relieved and the motor operated to cut ofl communication between said pipe and the source of sup ply, an electric circuit including said secondnamed electroresponsive device and 1 normally open, and speed controlled means for -closing said circuit when the car is traveling above a predetermined speed.

6. In speed controlling apparatus for motor cars, the combination with the brake pipe of the air brake system, of a valve controlling communication between said pipe and the source of supply, a fluid motor for clos-' ing said valve, a connection between said motor and pipe, a balanced valve control- .ling said connection and under the control of the brake pipe pressure and normally closed,'a connection between the front face of said last valve and the train line air pipe at the reservoir side of said first valve, part of said first-named connection being between the rear face of said balanced valve and the train line air pipe at the remaining side of said first valve, a main valve controlling said. connection between the first valve face of said second valve and the reservoir side of Said first valve and normally open, speed controlled means for closing said main valve whereby the pressure at the rear of said second valve will be relieved and said motor operated to cut oil communication between said pipe and the source. of supply, and automatic means underthe control of said balanced valve for restoring said main valve to normal position.

7 In speed controlling apparatus for motor cars, the combination with the brake pipe of the air brake system, of a valve controlling communication between said pipe and the source of supply, a fluid motorfor clos ing said valve, a connection between said motor and pipe, a balanced valve controlling said connection and under the control of the brake pipe pressure and normally closed, a connection between the front face of said last valve and the train line air pipe at the reservoir side of said first valve, part of said first-named connection being between the rear face of said balanced valve and the train line air pipe at the remaining side of said first valve, a main valve controlling said connection between the front face of said second valve and the reservoir side of said first valve and normally open, speed controlled means for closing said main valve whereby the pressure at the rear of said second valve will be relieved and said motor operated to cut off communication between said pipe and the source of supply, automatic means under the control of said balanced valve for restoring said main valve to normal position, and means for restoring said balanced valve to normal position succeeding the pressure in the train line pipe balancing that in said means.

8. In speed'controlling apparatus for motor cars, the combination with the brake pipe of the air brake system, of a valve controlling communication between said pipe and the source of supply, a fluid motor for closing said valve, a connection between said motor and pipe, a balanced valve controlling said connection and under the control of the brake pipe pressure and normally closed, a connection between the front face of said. last valve and the train line air pipe at the reservoir side of said first valve, part of said first-named connection being between the rear face of said balanced valve and the train line air pipe at the remaining side of said first valve, a main valve controlling said connection between the front face of said second valve' and the reservoir side of said first valve and normally open, speed controlled means for closing said main valve whereby the pressure at the rear of said second valve will be relieved and said motor operated to cut ofi' communication between said, pipe and the source offsupply, auto matic means under the, control of said balanced valve for restoring saidmain valve to normal position, and. adjustable meansfor restoring said balanced valve to normal position succeeding the pressure in the train line pipe balancing that in, said means.

9. In speed controlling apparatus for motor cars, the combination with the brakc pipe of the air brake system, of a valve controlling communication between said pipe and the source of air supply, a fluid motor for closing said valve, :1 connection between said motor and pipe, a balanced valve controlling said connection and under the control of thebrake pipe pressure and normally closed, a connection between the front face of said last valve and the train line air pipe at the reservoir side of said first valve, part of said first-named connection being between the rear face of said balanced valve and the train line air pipe at the remaining side of said first valve, a main "alve controlling said connection between the front face of said second valve and the reservoir side of said first valve and normally open, and an electroresponsive device for closing said main valve whereby the pressure at the rear of said second valve will be relieved and said motor operated to cut off communication between said pipe and the source of supply, said motor having a discharge port opening into the atmosphere whereby the pressure in the brake pipe will be reduced succeeding the operation of said motor.

10. In speed controlling apparatus for motor cars, the combination with the brake pipe of the air brake system, of a valve controlling communication between said pipe and the source of air supply, a fluid motor for closing said valve, a connection between said motor andpipe, a balanced valve controlling said connection and under the control of the brake pipe pressure and normally closed, a connection between the front face of said last valve and the train line air pipe at the reservoir side of said first valve, part of said first-named connection being between the rear face of said balanced valve and the train line air pipe at the remaining side of said first valve, a main valve controlling said connection between the front face of said second valve and the reservoir side of said first valve and normally open, an electroresponsive device for closing said main valve whereby the pressure at the rear of said second valve will be relieved and said motor operated to out ofi communication between said pipe and the source of supply, said motor having a discharge port opening into the atmosphere whereby the pressure in the brake pipe will be reduced succeeding the operation of said motor,'and an electroresponsive device for restoring trol of the brake pipe pressure and normally I closed, a connection between the front face of said last valve andf't'he train line air pipe at the reservoir side of said first valve, part of said first-named connection being tween the rear face ofsaid balanced valve and the train line air pipe at the remaining v side of said first valve, a main valve control ling said connection between the front face of said second valve and the reservoir side of said first valve and normally open, an elec troresponsive devicefor closing said main valve whereby the pressure at the rear of said second valve will be relieved and said motor operated to cut off communication between said pipe and the source of supply,

said motor-having-a discharge port opening into the atmosphere'whereb the pressure in the brake pipe will be re uced succeeding motor, an electrore" theoperatmn of said 7 sponsive device for- 1 restoring said main valve to v pressures at both'sides ofsaid balanced valve equalizing,

responsive device.

. 12. In. speed controlling ap motor-cars, the combination wit aratus. for the. brake pi of the- 'air brake'system, of a valve v,

said balanced va normal position succeeding the and means operable from said balanced valve in the movement thereof to .closed position to energize'said last electrocontro'lling communication between said pipe and the source of air supply, a fluid motor for closing said valve, a connection between said motor and pipe, a balanced valve controlling said connection and under the controlof the brake pipe pressure and normally closed, a connection between the front face of said last valve and the train lineair pipe at the reservoir side of said first valve,

art of said first named connection being the rea. main and the train, line-air pipe at ina'inin'g side of-Jsaid first valve,

valve eontrollinglsaid connection between valve and" the front face of said second the reservoir side of said first valve and normally open an electroresponslve device Z i for closing said main valve whereby the pressure at the rear of said secondvalve will be relieved ofi' communication the source of supply, discharge port opening whereby the pressure in be reduced succeeding motor, an electrorespon'si'vedevicefor re.- storing "said main valve succeeding" Y the between said pipe and said motor having a the brake pipe will ve equalizing, and a speed ressures at both sides of etween the rear face of said balanced valve and said motor operated to cut into the atmosphere 4 the operationof said,

to 1 normal position controlledcircuitcloser controlling the en-vergization of said vice and adapted to close the circuit'thereof at a predetermined speed.

In testimony; whereof vvflafliiiour jtures presenceof two-witnesses."

LLEWELLYN'E; JONES. j JOHN, .BREAKEY; WILLIAM F. CASEY. Witnesses: f HELEN G. DALEY,

NORMANL J. SMITH.

first electroresponsive de-l 

